Intake manifold for internal-combustion engines



Dec. 26, 1922.

R. W. A. BREWER. INTAKE MANlFoLD FOR INTERNAL CoMEusTmN ENGINES.

FILED MAR. 29. 1917- n in is a specification.

Patented-Dee.. 26, 1157 IOBlERT W. A. BREWER, 01E STOCKTON, CALIIFORNIA.

INTAKE MANIFOLD roR INTERNaL-CoirBUsTiolv andinas.

Application filed March 29, 1917. Serial No. 158,208.

To all whom t may concern.'

Be it known that I, ROBERT WELLESLEY ANTONY BREWER, a British subject, residing in the city of Stockton, in the county of San ducing the weight of charge taken per stroke of the'engine, as the application of heat neceary to attain the object in view, is of a local character and can be controlled at will.

This invention is concerned principally with a scientific method of directing the gas flow through conoidal passages in such a manner that the expanding gases are directed against local hot surfaces, the temperature of which is maintained at or above that of the distillation temperature of the ifnuaor portion of the heavier fractions in the Further, sudden changes in direction of the gas ow, caused in the ordinary course of working of an engine, are utilized to direct .the gas into the next valve pocket-demanding a charge and simultaneously across a heated surface so that the tendency precipitation of liquid particles is obvlated, precipitated liquid is evaporated, anda dry and homogeneous, but not a hot charge of carbureted air is admitted to the engine.

rlhe accompanying drawings illustrate the apparatus by which theobjects named are attained, the same letters beingV used for similar parts in the different views.

Fig. 1 is a view partly in vertical section and partl in side elevation.

` Fig. 2 1s a transverse section on the line 2 2 of Fig. 1, showing the dee'cting means and a contact strip.

Fig. 3 is a section on line 3 3 of 1. Fig. 4 is a section on line -4--4 of Flg. 1. Fig. 5 is a section on line 5--5 of Fig. 1. Fig. 6 is a diagrammatic view showin stream line flow of gases in intake manifol Referring to Figs. 1'y and 2, the partly carbureted air, together with particles of liquid fuel, enters the apparatus through the conci-I for dal passage A. and ows onward until the llquid partlcles strike against the heated surfacer B at the wall of the expansion cham,

ber C, where a change'of direction of flow 60 takes place and the mixture is diverted to .the branches D and E through the conoidal passages F and F1 in sequence, which passages are opposite to one another so that the inertia of the gases passing the reverse way through one passage will drive them into the opposite passage in preference to the passage A; this 4action taking place during` the per1od when flow in the opposite passage is being induced by suction therethrough. The

centre lines of the conoidall passages are placed atan angle to each other such that each one is inclined toI the horizontal at an angle of about twenty degrees in order that .the gases are driven principally towards the heated surface B before passing into the en trant portion ofthe opposite cone.

Deflectors G form a part of the conoidal passages F and F1 and are so situated that the heavier particles of fuel in suspension are directed-against the locally heated surface B, .where they are vaporized.

SlotsH may be pr'ovi-ded in the deflectors I so that any residue of fuel collecting in the engine or pipe `may drain out when the en- V gine is stopped.l "ln order to provide an ad- )ust-able means of Alocating the best position and magnitude of the heat conducting means between the source of heat such as-the exhaust manifold and the vaporizing means being v the intake manifold contact strips K1, K2 and K3 may be provided, preferably of copper, and preferably adjustable as tothe area in contact between the.v exhaustand in take manifolds, to provide a greater surface for transmission of heatfor a less volatile fuel such as kerosene than would be required for a lighter distillate of petroleum. This means of adjustment is particularly useful in order to obtain the highest eiiciency of combustion and vapori-zation from the fuel when the engine works under-di'erent climatic conditions; for example, a greater heat transference will be required in cold weather than in hot weather, also wherean engine runs the greater part of its time under light load and consequently when the exhaust manifold does not attain a maximum degree of temperature, the area of the heat conducting means should be greater than 11o when the same engine is 'working more nearly" under conditions of maximum load-i ing. On any engine the features of which are well known and the fuel of uniform type,

direct connection may be made between the intake and exhaust pipes or they may be made in' one piece provided that the point, of contact extends only to the deflecting regulated` that precipitated liquid is evaporated and a dry mixture supplied to the. engine at normal temperature. Further, the

conoidal passages materially assist in disintegrating the liquid at a point adjacent to the high temperature spots because of the,

consequent decrease'of pressure yupon the liquid particles. L.

What I claim as my inventin and desire.

to secure by Letters Patent is l. An intakemanifold comprising an inwardly-lared intake passage and a pair of oppositely-extending delivery, passages, y each connecting with the linlet passage-at an acute angle on the inlet'side, and means for heatinga limited area df the wal-l materially( above 100O C. at the junction of the ldelivery passagesopposite the inlet passage, without ycorrespondingly heating adjacent portions of the manifold. A

2. An intake manifold comprisinglan inwardlyflared intake passage anda pair of oppositely-extending delivery passages, each ing chamber into which leads a primary inlet passage increasing in cross sectional area as it approaches the `heating chamber, the said heatingr chambery having a Wall arranged to be impinged by liquid particles entering through the primary passage, which wall is locally heated over the ,area of such impingement, and a delivery passage leading at an angle from the primary passage and adjacent said wall, said delivery passage increasing in cross section from the heating chamber.

4. An inlet manifold comprising a locally heated wall, an inwardly-flared inlet passage directed toward said wall, and a pair of oppositely directed delivery passages vlying alongside said walland forwardly flared, said delivery passages lying end to end and each at an acute angle, on the inlet side, to the inlet passage. c

In testimony whereof, I affix my signature in the presence of two witnesses.

ROBERT w. A. isaiawsn.

Witnesses: l i A F. W. TARR,

H, W. PERKINS. 

